Igniting mechanism in internal-combustion engines.



a. HONOLD & A. ZKHRINGER.

IGNITING MECHANISM IN'IN'I'ERNAL COMBUSTION ENGINES.

AXPLIGATIOH FILED DEU.17 1909.

Patented Feb. 13, 1912.

2 BHEET8-SBBET 1.

e. HONOLD & A. ZEHRINGBR. IGHITING MECHANISM IN INTERNAL BOMBUSTION ENGINES.

APPLICATION FILED DEG. I7, 1909.

Patented Feb. 13, 1912.

2 SHEETS-SHEET 2 UNITED STATEIQ S PATEN T OFFICE.

GO'ITLOB HON OLD AND ARNOLD ZKHRINGER, 0F STUTTGART, GERMANY, ASSIGNORS TO THE FIRM OF ROBERT BOSCH, 0F STUTTGART, GERMANY.

IGNITING MECHANISM IN INTERNALCOMIBUSTION ENGINES.

Specification of Letters Patent.

Patented Feb. 13, 1912.

Application filed December 17, 1909. Serial No. 533,630.

To all whom it may concern:

Be it known that we, GoTTLon HONOLD and ARNOL ZXI-mmonu, engineers. subjects of the German Emperor, and residents of 1113 Hoppentaustrasse, Stuttgart, Germany, have invented certain new and useful Improve ments in or Relating to Igniting Mechanism in Internal-Combustion Engines; and We do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

Our invention relates to igniting mechanism in internal combustion engines and more especially to magnetoelectrlc machines as usually employed for this purpose. In machines of this kind, as is well lmown in the art, the igniting spark is usually inaugurated by first short-circuitin, the armature of the magneto and then suddenly interrupting the short circuit at the moment in which the spark is to be generated. But, as is also well known, in machines of this kind the ex? plosion of the gaseous charge of the cylinder is not instantaneous, but from the moment in which ignition takes places until the development of the full gas pressure a certain time olapses the duration of which depends upon the nature of the mixture and the dimensions of the cylinder. If the ignition is to take place at a certain phase in the revolution of the motor crank, usually the point of greatest compression, it follows that the spark must be produced at points more and more in advance of each other as the speed of the motor is increased. Furthermore the electric tension at the terminals of, the armature of the magneto machine Varies between zero and a maximum once in every half revolution of the tain an energetic spark it is necessary that the interruption of the wire short circuiting the armature Windin should be performed at a moment. when the terminal pressure is near its maximum. From these Well known facts it follows that, in order to btain a satisfactory adjustment of the moment of ignition suitable for all speeds of the motor, the

relative positions of the motor crank and of armature and in order to ob der to obtain a shifting of the relative positions of these two elements in some cases the armature is mounted adjustably on its shaft or the pole-pieces of the magneto machine are mounted adjustably and are arranged to be adjusted by hand to suit different speeds of the motor. It. has also been su gested to couple a centrifugal governor with the motor shaft and to control the relative position of the armature by means of intermediate mechanism interposed between the governor and the armature.

The object of our present invention is to provide a mechanism of this kind and the invention consists in placing on the shaft by which the rotation of the motor crank shaft is transmitted to the armature shaft a coupling in which a mass suspended so as to be movable by the centrifugal force generated by rotation is interposed between the driving and the driven member in such a manner as to producea rlelative displacement of the two members cor esponding to the speed of the driving shaft. Thus when the coupling is rotated the mass will shift its position under the influence of the centrifugal force and will thus vary the relative adjustment of the armature. The interrupter being positively driven by the latter, cally operated at difl'erent phases of the crank shaft according to the speed of the latter and nevertheless in the same phase of the armature shaft.

In the drawings Figure 1 is a cross section through a coupling according to our present invention in a plane laid between the driving and .driven, member (on line l- 1 in Fig. 3), the coupling being in its normal position. Fig. 1 the parts being shown in the relative position they assume during rotation. Fig. 3 is a longitudinal section on line 33 in Fig. 1. Figs. 4 to 6 are similar sectional views of a modification of our invention.

A is the primary or driving shaft which issupposed to be coupled with the crank shaft oft-he motor by means of positively acting connections as for instance by a suitable train of. gear Wheels not shown in the drawings B is the secondary or driven shaft which may preferably be the armature shaft of the magneto-electric machine. Iligidly fastened. to the shaft A is a. disk A, and a similar disk B is placed opposite to it 011 will thus be automati-.

. pled to pin 6,

the end of the armature haft B and is likewise rigidl keyed thereto. By means of springs D, I) hun on pins d, d and en aging the outer en s of the penduluins (J, C the latter are held in their normal position, shown in Fig. 1, as long asno force, such as for instance centrifugal force, overcomes the action of the said springs.

Figs. 1 to 3 illustrate an embodiment of our invention in which a supplementar disk G is mounted between the driving disli A, and the driven disk B, so as to be loosely rotatable with relation to the two shafts. This supplementary'diskG is provided with pins g,g forming the imts of two centrif ugal pendulums C, carrying pins 0, c. The latter are connected by links f to pins 6, and b fixed respectively on t e driving disk A, and the driven disk B Thus when the coupling is rotated the pendulum, coupled with the pin e, which remains stationary with respect to the crank-shaft, in swinging outwardly will act to displace the supplementary disk G with relation to the driving disk A,, and the pendulum couin swinging outwardly will act to displace the driven disk 13 with relation to the supplementary disk G. Since both pendulums are arranged to produce these displacements in the same sense of rotation, the two displacements will be added to each other and the total effect may be greater in quantity according to the choice of dimensions.

Referring to Fig. 2 it will be seen that all parts are displaced relatively to each other as by a centrifugal force acting u on the mass of the pendulums C C and t us overcoming the springs D D. In order to better illustrate the effect of this action it is assumed in this figure that the primary or driving member of the couplinghas not changed its position this member bein supposed to be positively coupled witi the crank shaft which may be considered as being the initial motor of the entire system.

In order to illustrate the effective change in the length of the connection between the primary and secondary members, and the consequent relative shifting of the driven member or of the pin 6, their initial or normal position is indicated in each figure by means of a line composed of alternate i 0 position by a line composed of alternate and X In Fig. 2 it is seen that these two lines have separated from each other and inclose a definite anglecorrespending to the outward displacement of the pendulums C, C and consequently also corresponding to the speed of the driving shaft A of the crank shaft of the motor.

Figs. 4 to 6 show a modification. In this case the pins 6 and b fixed in the driving and driven disks A and B respectively are 'reference to Fig. 5 in ,vances the secondary member and their altered or abnormalemplo ed, their power arms carrying pivots c, a yv ich are connected to each other by a single link f formin an intermediate memberin this case. heir outer or weight arms are connected to each other by means of a single spring D. This is the modification of our invention to which we give reference in most cases,' because it pro uces the desired action with the least number parts and is most easil assembled. Its operation will be readi y understood by lums are swung outward and the two pivots e and b are shown at a correspondingly greater angular distance from each other than in Fig. 4 which illustrates the normal position; and it will be seen that here, as in Figs..1 to 3 the quantitative efi'ect of the two pendulums is cumulative.

The two modifications specifically illustrated in Figs. 1' to 6 represent main types of possible embodiments of our present 1nvention.

In the embodiment illustrated in Figs. 1 to 3 both pendulu'ms are hinged on a supplementary disk and. act upon the driving and driven disk respectively while in the embodiment illustrated in Figs. 4 to 6 one of the pendulums is hinged on the driving and the other on the driven disk and both act upon each other by being pivoted to the rigid link f which forms an intermediate member in th s case.

\Ve desire it to be understood that a. large number of combinations can thus be made up by any expert erson merely by permutation of the various pivots and driving and driven pins and. that the nature of our invention is not affected thereby.

It will be observed that in each of the modifications above indicated and described there is a positive link connection between the primary or driving member A, and the secondary or driven member B, and that in each case the movement of the pendulums in response to centrifu al force changes the effective length of t e connection and adand the rotor with respect to the primary member as the speed increases.

Having now particularly described and ascertained the nature of our said invention and in what manner the same is to be performed, we declare that'what we claim is:

1. In speed responsive mechanism for driving and driven parts, a driving element,

a driven element, a weighted member con-' changed as the speed changes.

which the two pendu- 2. In speed responsive mechanism for1 driving and driven parts, a driving element, a driven element, a weighted member operatively connected from a point intermediate of itsends to each of said element-s, pivots about which said members are adapted to swing outwardly in response to centrifugal action, and an intermediate member carrying said pivots; whereby the difference of angular position of the elements is cumula tively changed as the speed changes.

'3. In speed responsive mechanism for driving and driven parts, a driving element, a driven element,,a weighted member connected to the driving element so as to swing outwardly in response to centrifugal action, a weighted member connected to the driven element so as to swing outwardly in response to centrifugal action, and a connection between the weighted members, said connections being arranged in such manner that the difi'erence of angular position of the driving and driven elements is cumulatively changed as the speed changes.

4. In speed responsive mechanism for driving and driven parts, a driving element, a driven element, a weighted member connected intermediate of its ends to the driving element so as to swing outwardly in response to centrifugal action, a weighted member connected intermediate of its ends to the driven element so as to swing outwardly in response to centrifugahaction, and a connection between the weighted members, said connections being arranged in such manner that the difference of angular position of the driving and driven elements is cumulatively changed as the speed changes.

5. In speed responsive mechanism for driving and driven parts, a driving element, a driven element, a weighted member connected intermediate of its ends to the driving element so as to swing outwardly in re sponse to centrifugal action, a weighted member connected intermediate of its ends to the driven element so as to swing outwardly in response to centrifugal action, and a connection between the ends of the weighted members, said connections being arranged in such manner that the difference of angular position of the driving and driven elements is cumulatively changed as the speed changes.

6. In speed responsive mechanism for driving and driven parts, a driving element, a driven element, a weighted member pivoted to the driving element so as to swing outwardly in response to centrifugal action, a weighted member pivoted to the driven element so as to swing outwardly in response to centrifugal action, and a connection between the weighted members, whereby the difference of angular position of the drivin and driven elements is cumulatively change as the speed changes.

7. In speed .responsive mechanism for driving and driven parts, a driving element, a driven element, a weighted member ivoted intermediate of its ends to the driving element so as to swing outwardly in response to centrifugal action, a wei hted member pivoted intermediate of its on s to the driven element so as to swing outwardly in response to centrifugal action, and a connection between the weighted members, whereby the difi'erence of angular position of the drivin and driven elements is cumulatively change as the speed changes.

8. In speed responsive mechanism for driving and driven parts, a driving element,

a driven element, a weighted member pivoted intermediate of its ends to the driving element so as to swing outwardly in response to centrifugal action, a weighted member pivoted intermediate of its ends to the driven element so as to swing outwardly in response to centrifugal action, and a connection between the ends of the weighted members, whereby the difference of angular position of the driving and driven elements is cumulatively changed as the speed changes. 7

In testimony whereof we aflix our signatures, in presence of two witnesses.

GOTTLOB IIONOLD. ARNOLD ZAHRINGER. Witnesses:

MAX ANscHii'rz, REINHOLD ELWERB. 

